Internal-combustion engine.



W. T. SMITH. INTERNAL COMBUSTION ENGiNE. APPL I CAT|0N FILED SEPT- 30. 1911.

Patented Mar. 21, 1916.

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i INVENTOR l W111 w m Z'd'm 41/;

ITI'OIMEYS W. T. SMITH.

INTERNAL COMBUSTION ENGINE.

APPHCATION r1150 SEPT-'30. 1911.

1,176,724. Patented Mar. 21, 19111.

10 SHEETS-SHEET 2.

WITNESSES I INVENTOR Wda'umZ'J zml/L W. T. SMITH.

lNTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT-30.191].

1,176,724. Patented Mar. 21, 1916.

I0 SHEETS-MEET 3- Mmsssss mmmm Td'fiufii, W ATTORNEYS W. T. SMITH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 30. 1911.

1,176,724. Patented Mar. 21,1916.

l0 SHEETS-SHEET 4.

WITNESSES b Ira 511mg Q I Wdlavm 7761mm 27-" BY g2 a I ATTORNEYS W. T. SMlTH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 30, 1911.

1,176,724. Patented Mar. 21,1916.

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A 9 Ex. ll ,4 (II/II/I/il WAY] s INVENTOR Tbmzih ATTORNEYS W. T. SMITH. INTERNAL COMBUSTION ENGINE.

APPHCATION FILED SEPT- 30, 191.1

Patented Mar. 21, 1916.

10 SHEETS-SHEE16- WITNESSES Will dawn IIhS miih I1 "URI/5Y8 W. T. SMITH.

INTERNAL COMBUSTION ENGINE.

I APPLICATION FILED SEPT. 30, I911 Patented Mar. 21,

Io SHEETS-SHEET 1. I

ATTORNEYS W. T. SMITH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILE'D SEPT. 30. 1911.

1,176,724. Patented Mar. 21,1916.

WITNESSES EN R Wdlzam T157111 7h AUORNEYS W.T. SMITH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPTa-30i 191 1,176,724. Patented Mar. 21,1916.

"TOM/E78 W. T. SMITH. INTERNAL comsusnon ENGINE.

APPLICATION FILED SEPT. 30, IBM. 1 17 6,724. Patented Mar. 21, 1916.

I0 SHEETS-SHEET l0- WITNESSES I mamas WILLIAM '1. SMITH, OF ARLINGTON HEIGHTS, OHIO.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Mar. 21; 11916.

Application filed September 30, 1911. Serial No. 652,118.

To all whom it may concern Be it known that I, \VILLIAM T. SMITH, a citizen of the United States. and a resident of Arlington Heights, in the county of Hamilton and State of Ohio, have invented a new and Improved Internal-Combustion Engine, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved internal combustion engine adapted to utilize the products of combustion of. the explosive fluid to the fullest advantage, by increasing the number of expansions thereof, to produce continuous impulses with a view to insure a steady, powerful and economical running of the engine by using less than three cylinders.

Another object of the invention is to provide an internal combustion engine, of the character described and illustrated having means for completely exhausting the expanded products of combustion, just prior to the admission of a new charge of explosive fluid.

For the purpose mentioned, use is made of two cylinders in which reciprocates a double piston, means for alternately conducting an explosive fluid into the outer end of the first cylinder and into the inner end of the second cylinder, means for alternately exploding the said fluids in the said cylinders, and means for conducting the products of combustion into the outer end of the second cylinder to use the said products of combustion expansively therein; the first-named means carries a means for exhausting the expanded products of combustion out of the combustion zones of the outer end of the first cylinder and the inner end of the second cylinder, alternately to the atmosphere, and.

three strokes after said fluid was admitted .to said cylinders, while the second-named means carries a means of changing the time and order of operation of the said secondnamed means; and the third-named means carries a means for exhausting the expanded products of combustion out of the said second cylinder to the atmosphere on successive strokes in one direction of a cycle.

Vith the-above and other objects in view my invention consists of a complete general purpose engine, and the combination, arrangement, and details of construction disclosed in the drawings and specification, and then specifically pointed out in the appended claims.

A practical embodiment of the invention s represented in the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a front elevation of the internal combustion engine, parts being in section, and parts being broken out: Fig. 2 is a rear elevation of the same, parts being in section; Fig. 3 is a side elevation of the same. parts of the engine bed being broken out and the cover of the valve chest being removed: Fig. l is an enlarged plan view of the internal combustion engine. parts being in section; Fig. 5 is a face view of the admis sion portion of the double slide valve: Fig.

.6 is a side elevation of the same; Fig. 7 is a sectional plan view of the same on the lines 77 of Fig. Fig. 8 is a sectional side elevation of part of the valve chest. showing the auxiliary exhaust or release port; Fig. 9 is an enlarged sectional plan view of the internal combustion engine at the engine bed, the section being on line 9--) of Fig. 3, and showing the reversing mecha nism in position for reversing the rotation of the engine; Fig. 10 is an enlarged section of the cam shaft. showing one of the puppet valve controlling cams in engagement with the. slide valve operating cam to rotate the latter; Fig. 11 is an enlarged face view of the cam for controlling this double slide valve; Fig. 12 is a face view of the cam foroperating one of the puppet valves; Fig. 13 is a like view of the cam for operating the other puppet valve and for rotating the slide valve controlling cam; Figs. 14 to 21 are enlarged sectional elevations of the cylinders, piston, controlling valves and cams for actuating the same, the section being taken on lines at, 00, m, 00, w, 00, a3, 00, and 2 2. of Fig. 4, looking in the direction indicated, and a section of the crank shaft, the several views showing the parts in different positions during a complete cycle; Fig. 22 is an enlarged sectional side elevation of the electrical reversing switch; Fig. 23 is a diagrammatic view of the internal combustion engine and electrical connections; and Figs. 24. 25, and 26 are enlarged elevations of the electrical reversing switch, showing parts thereof in different positions and its relation to the switch arm. parts being in section and parts being broken out.

The-internal combustion engine is provided Withtwo cylinders A and A preferably integrally connected with each other andin axial alinernentQthe cylinder A being somewhat larger in diameter than the cylinder A, and the inner or lower 'end of cylinder A, opening into the inner or upper end of cylinder A, as plainly'indicated in Figs. 14 to 21. CylindersA and A are shown in Figs. 1,

'2 and 3 disposed vertically, but they may be arranged horizontally as in Figs. 14 to 21, and the upper or outer end of the cylinder A is closed by a cylinder head A and the lower or outer end of the cylinder A is I closed by a cylinder head A provided with a guideway A mounted on the engine bed or casing B.

In the cylinders A and A is mounted to reciprocate a double piston C having the piston heads C, and C connected by a shank C the iston head C slidin ly enga ing the P g g interior wall of cylinder A, and the piston head C sliding-1y engaging the interior wall of cylinder A.

The piston C is connected at the piston head C with a piston rod C extending through a stuffing box A in the cylinder head A and the said piston rod'C is connected with a crosshead D- mounted to slide in the guideway A and said crosshead D is connected by a pitman E with a crank F on a. shaft F, journaled in suitable bearings arranged on the engine bed or casing B. The shaft F is provided with a pulley or a fly- .wheel F for transmitting the rotary motion.

' atmosphere or exhaust pipes leading thereto.

The admission port a is connected with an explosive fluid supply chamber opening into the pipe H ccnnected with a suitable source.

of explosive fluid and provided with a spring pressed suction valve H and a controlling valve H actuated from a governor I-mounted on the crank shaft F and of anyapproved construction, so as to control the amount of the explosive fluid that passes into the cylinders A and A so that the engine may run at all times at a normal rate of speed.

In the ports b and c are arranged igniting devices J and J of which the igniting evice J serves to ignite the explosive fluid in the upper or outer end of the cylinder A, while the igniting device J, serves to ignite the explosive fluid in the upper or inner end of the cylinder A, as hereinafter more fully explained.

' The ports 7) and 0 opening into respective cylinders A and A, when properly proinders by the residue heat portioned serveas-mixing 4 to preheat new fluid admified when the engineis running and thus help dist-i1 the volatile matter of said new fhid.

In the ports .6 and c are also 1r puppet valves K and K controlled hy cams K and K secured one cam shaft L jean naled in the engine bed or easing B and driven from thecrank shaftFby wheels L and L secured'onthe crank ift F and the cam shaft L, respectivelv, as plainly indicated in Figs. 2 and 9. The gear wheels L and L: are proportioned one to two, so that the cam shaft makes one revolution for every two revolutions of the crank shaft F.

In the valve chest G is arranged a double slide valve N having-the valves N and N,

of which the valve N controls the admisionv port a and the ports 6, c, and g, while the valve N controls the ports d and e. The

valve N is provided with ports f and f adapted, to alternately connect the cavity In the valve N with the port g'formed in one side G of the chest G and leading to the atmosphere, and with bridges a and n" adapt- 1 ed to form closures for the ports a, b, and 0, whereby the exhausting expanded products of combustion are kept from mixing with the unexploded mixture in port a about to be in-.'

troduced into one of the cylinders.

The ports 7, f, and g serve as auxiliary exhaust or relief ports for the esca of the expanded products of combustion fromthe upper ends of the cylinders A and A, just prior to the admission of new charges therein, the expanded products of combustion passing by way of the ports 0. f, and g from the cylinder A and by way of the portsb, f, and g from the cylinder A and in either case by way of the cavitv in the slide valve N.

The slide valve'N is provided with a cat'- ity adapted to register at its ends with the ports (1 and e, while the slide valve N is provided with a cavity adapted to register at its endsand at the middle with the ports a, b, and,c, as will readily be understood by reference to Figs. 14 to 21.

The valves N and N are secured. toa valve stem N passing through a stnfling box G in the chest G to connect at its outer end with the shank N of a yoke N engaging a cam N mounted to rotate loosely on thecam shaft L and pressed on by a spring 0 toward the cam K while the latter is provided with an offset K adapted to engage opposite sides of a driving lug N formed on one face of the cam N so as to rotate the cam N by the cam K. in either direction. The cam N is provided adiacent the sides of the lug N 'with recesses N for engagement by the terminal of the offset K to prevent the cam N from running ahead.

when passing dead center positions:

When it is desired to rotate the engine in spring 0. to disengage the lug K from the corresponding side of the lug X to hold the double slide valve N temporarily at a stand-still until the lug K can engage the other side of the liig N to cause a reversal of the rotation of the engine. The reversing mechanism will be described later in detail.

\Vhen the engine is running and the severalparts in the position shown in Fig. 14. then the upper or inner end of the cylinder A is filled with compressed explosive fluid mixture which is now ignited by the igniting device J so that the force of the explosion causes the double piston C to travel downward in the direction of the arrow X. During this downward movement of the piston C. the puppet valve K is closed while the puppet valve K is open and the admission port a is connected by the valve X with the port I) to allow the explosive fluid mixture to pass from the port 0 into the cavity in the underside of the valve X and then into and through port 7/ and into the upper or outer end of the cylinder A It is understood that the port (I is connected to a source of explosive fluid mixture supply.

' The products of combustion in the lower or outer end of the cylinder A pass by way of the ports (I and c to the atmosphere. During this downward movement of the piston C in the direction of the arrow .1 the double slide valve X moves gradually upward to .fully connect the ports a and 7) with each other and likewise the ports 1/ and c. as will be readily understood by r ference to Fig. 15. and when the piston C reaches the end of its stroke (see Fig. 1(3) then the puppet valve K is closed. the puppet valve K opens. and the double slide valve X assumes theposition shown in Fig. 16 to allow the prod ucts of combustion in the upper or inner end of the cvlinder A to pass through the port c into the chest G and by way of the cavity under valve X into the port (I and into the lower or outer end of the cylinder A to expand therein and exert a pressure against the piston head C to force the pis ton C on the return or upward stroke. During this upward or return stroke of the piston C the explosive fluid mixture in the upper or outer end of the cylinder A is compressed and the products of combustion from the upper or inner end of the cylinder A are completely passed into the lower or outer end of the cylinder A as previously mentioned.

\Yhen the piston C reaches the end of its upward or return stroke then an explosion of the compressed explosive fluid mixture takes place in the upper or outer end ot' the cvlinder A by the igniting device J so that the piston C is forced downward on the second stroke, and during this downward stroke the slide valve N moves downward to connect the port a with the port 0 to recharge the upper or inner end of the cylinder A with explosive fluid mixture. During this second downward stroke of the piston C the valve N moves downward to connect the port (I with the port to allow theexpanded products of combustion in the lower or outer end of the cylinder A to pass to the atmosphere. When the piston C reaches the end of its second downward stroke. the slide valve X has moved sufliciently far downward to open the ports I) and r! to allow the products of combustion in the upper or outer end of cylinder A to pass into the lower or outer end of: the cylinder A whereby the products of combustion xert a pressure on the piston head C. to force the latter upward on its second return stroke. and during this upward movement the previously drawn in charge of ex-' plosive fluid mixture in the upper or inner end of theficylind'er A is compressed as the puppet valve K is now losed and the port (1 is disconnected fronrthe port 0.

'hen the piston C reaches the end of its second upward or return stroke thenthe compressed explosive fluid mixture in the upper or outer end of cylinder A is ignited by the igniting device J and the above described operation is repeated. that the piston C is forced downward by the pres sure against the upper face of the piston head C and during this downward movement the port a is connected with the port I) to allow a new charge to pass into the upper or outer end of the cylinder A. while the products of combustion in the lower or outer end of the cylinder A are discharged to the atmosphere as before explained.

From the foregoing it will be seen that each reciprocation of the double piston C is caused by the expansion after ignition of fluid. whether introduced intoeither cylinder A or A In other words. each-move- -mcnt of the piston C in one direction is .bustion in the said combustion zones or clearance spaces of the cylinders A and A can readily escape to the atmosphere.

Fig. 21 illustrates the position of the piston C and the valve N at about the time the port 7' is opening to port 9 to allow the expanded products of combustion to pass out of the combustion zone of cylinder A into the cavity underzcsaid valve N and out through the saidports f and g to the atmosphere, while l igi. 18 serves to illustrate the position of the same valve and piston at the end of the period during which the expanded products of combustion were emptied out of cylinder A by way of the same cavity, but through the ports f and g to the atmosphere, and in both cases during only a fractional part of a stroke. Fig. 4.

In case the engine may run too fast, the admission end of the supply chamber which is adapted to contain a charge of fluid admitted through the pipe H, is throttled by the valve H controlled by the governor I attached to the crank shaft F.

As shown in the drawings the puppet.

valves K and K are provided with stems K and K, pressed on by springs K, and the stems K and K are provided with antifriction rollers K and K in peripheral engagement with the cams K and K respectively. The yoke connected to the double Slide valve N is provided with anti-friction rollers N in peripheral engagement with 1k and A into chambers, each with only one channel opening thereinto and that fluid will pass into and out of said chambers through their respective channels; and that the expanding fluid will pass out of cylinder A as the piston C moves in the direction indicated in Figs. 19, 20 and 21 while the puppet valve K is open, and pass into said cylinder A while said puppet valve K is still open during the admission stroke indicated in Figs. 14 and 15, and likewise expanding fluid will pass out of cylinder A, and new fluid pass into said cylinder A while the puppet valve K is open and the piston is moving in the direction indicated in Figs. 16 and 17, in one case, and Fig. 18 in the other. In other words one of the puppet valves K or K is open while the other is closed during two strokes of the piston C in succession, alternately.

The reversing mechanism P, previously mentioned. consists of a pin P mounted to slide transversely in the engine bed B (see Figs. 2 and 9 and on the inner end of the said pin P i mounted a bevel anti-friction roller P adapted to engage a segmental face cam P formed on the face of the cam N, and the outer end of the pin P is provided with a head, in which is a groove for the insertion of one end of a lever Q, and said head of the pin P provides an abutment which is pressed on by a spring P to normally hold the pin P in an outermost tion and the anti-friction roller out 0 engagement with the face cam P. Fig. 2 in dicates the roller P in normal inactive .posi tion.

A lever Q, is fulcrumed on the outside of the engine bed B at Q and one end of it presses in the groove previously mentioned on the outer end of the pin P, while the other end of the said lever Q engages a cam Q mounted to turn on a stud Q held on the engine bed B. The cam Q is provided with a handle Q4- under the control of the operator for turning the cam Q with a view to impart a swinging motion tothe lever Q to push the pin P inward against the tension of its spring P, and when the pin P is forced inward its anti-friction roller P engages the face 'cam P so that the cam N is shifted to the right against the tension of its spring 0. \Vhen this takes place the driving lug N of the cam N is moved out of engagement with the driving lug K of the cam Kihence the cam N is held temporarily stationary and with it the valve N for reversing purposes, as hereinafter more fully explained.

It is understood that the total width of the cam N including the approximate semicircular face of the cam P at its widest point, is greater than the distance between the anti-friction roller P on one side, and the cam K on the other, hence the cam N cannot make a complete revolution when in engagement with said roller P and after the driving lug N of the cam N has moved out of engagement with the driving lug K of the cam K the spring 0 frictionally binding against said cam N will keep it in engagement with the roller P until the rotation of the shaft L is reversed, and then the cam N turns with the said shaft L owing to the turning of the cam K with the shaft L, and the tension of the compression spring 0 bearing sufiiciently hard against the cams K and N to carry the cam N along in the reversed direction, and as the cam N revolves the segmental face cam P disengages from the anti-friction roller P then the latter returns to its outermost position owing to the action of the spring P, allowing the spring 0 to return the cam N to its normal position, and the opposite side of the lug N of said cam N will fully engage the lug K of the cam K In other words, the antifriction roller P is manually controlled to cause cam N to becomewedgcd between said anti-friction roller P and the cam K in this case before said cam N reaches the position shown in Fig. 15. and said cam N is. :aut(r matically controlled as it returns lJO'itlS-IIOI mal position. The driving lug K of cantlU is always ina position farther advanced-than that shown in Fig. 17 before ignition takes place, at a predetermined speed of the engine, as hereinafter more fully described, so that said lug K will reengage the other driving face of the lug N, when the cam N starts to move.

It is further to be understood that in practice the operator, after imparting an inward swinging motion to the lever Q as above described holds the handle Q in a vertical position for about four strokes of the engine prior to releasing it, so as to allow the antifriction roller 1 to become engaged by the segmental face cam P formed on the cam N, to shift the latter as above described.

In order to control the igniting devices J and J, useis made of a switch arm R, fulcrumed on the engine bed B and adapted to engage segmental contacts R, R and R held insulated on said engine bed 13, and of which the contact R is connected with a source of electricity, and the contacts R and R are connected with the igniting devices J and J respectively.

The contact arm R is fulcrumed at R (see Fig. 1) on the engine bed B and its upper terminal is a fork R engaged by a cam R secured on the shaft L, so that when the lat ter is rotated the cam R imparts a swinging motion to the'switch arm R to move the latter alternately from contact R to contact R with a view to make electrical connecticn between R, R and J, and R, R and J, respectively. so that the igniting devices J and J can be operated at the proper time. In reversing the rotation of the enine as reviously explained, the timed refation o the controlling means for the igniting devices has to be reversed relatively thereto. and for this purpose, and in order to control the time during which the electric current flows, use is made of a reversing switch arranged as follows; on the cam shaft L (see Figs. 1 and 9) is secured a disk S of insulating material and having metal contacts in its peripheral face connected to the said cam shaft L. The shell S is pro vided with an upwardly extending arm S connected by a link S with a lever S fulcrumed on the stud Q previously mentioned, so that the operator on imparting a rocking motion to the lever S turns the shell S to change its relative position to the disk S.

In order to hold the shell S in adjusted position. use is made of a locking device consisting preferably of a toothed segment S engaged by a pawl S fulcrumed on the engine bed B.

()n the shell S (see Fig. 22) is arranged an insulated binding post S carrylng a spring pressed contact pin S in engagement "h the insulated peripheral face of the dim S. the said face having diamet ically opposite contacts S and S grounded or electrically connected with the cam shaft L, said contacts S and S being alternately engaged by the pin S when the shaft L is rotated.

()n the engine bed B is held insulated a contact arm V normally engaged by the pin 1" to make electrical contact therewith, the said pin 1 being disengaged from electrical contact with the said arm V whenever the handle Q, is shifted for reversing the rotation of the engine as previously explained. On the engine bed B is also held an insulated spring contact V controlled by the governor I for reversing purposes, as hereinafter more fully explained.

The contact arm V and the spring contact \V are connected with the terminal X (see Fig. 23) of a primary coil in the spark coil box X, of any approved construction, and the same wire is also connected with terminal X of the secondary coil of the said spark coil box X. The other terminal X of the primary coil is connected to one of the poles of a source of electrical energy, such as a battery y or a generator g and the other pole of such source of electrical energy 1 or 3 is connected to the contact points of a switch 3 connected with a binding post 5 in electrical contact with the pin S The terminal X of the secondary coil in the box X is connected with the switch contact R and the other contacts R and R are connected with the igniting devices J and J respectively. V

It is understood that the function of the vibrator X on the coil box X is to interrupt the flow of the electrical energy through the primary coil to cause or induce a secondary current of high voltage to flow through the secondary coil in said coil box X, and when the spark coil box X is not provided with a safety spark gap, one should be connected to the wire running from the terminal X to contacts V and IV, so as not to injure the coils in the coil box X should the lever S" not be actuated properly, as hereinafter explained.

It can be seen by reference to Figs. 1-} to 21 that the igniting devices J and J have been operated in the following order J then J, and it can also be seen that when the reversing mechanism that controls the slide valve N has been operated that said valve N will stop moving before it assumes the position shown in Fig. 15, at which time the lug K is out of engagement with the lug N of cam N.

Fig. 19 indicates the position of the piston (3 and the valve N when the segmental cam P formed on the face of the cam N will start to engage the roller P carried on the end of the pin P, when the reversing mechanism is shifting. and the electric contact between thepin P and the arm V will be broken. s that the igniting device J will be the last one operated. The double slide valve N now being in a position to exhaust an exploded charge of combustible fluid from cylinder A when said valve starts to move in an opposite direction, it becomes necessary to reverse the order of operation ol the igniting devices J and J and to provide a means for operating the particular igniting device that will cause a reversal of the rotation of the engine. when the gov -crnor I has caused the sliding collar 1 to make contact with the spring contact \V, to close the electric circuit at a predetermined reversing speed, as will now be explained.

In order to reverse the order of operation of the igniting devices J and J the operator moves the handle 8* in a direction opposite to the direction of rotation of the disk S, to cause the position of the contact pin S of the shell S to be changed, relatively to the contacts S and S of the disk S.

The cam R is adapted to give an intermittent motion to the arm R as it engages the sides of the fork R of said arm alternately. and when the cam R is rotating in the direction indicated on Fig. 22. the contact S will make contact with the pin S just as the arm R is moving in contact with the contacts R and R and the cam R will move about 30 degrees of a circle. after which said arm will remain temporarily at a standstill while the ca n R" is moving about (50 degrees of a circle. and while the cam 1 is moving, about 90 more degrees of the circle the arm R will move from contact with said contacts R and K into contact with the contacts R and R where it will remain temporarily at a standstill while the cam R is moving about 180 more degrees of the circle, and during which time the contact 5 will have made contact with the said pin 5*.

When the handle is shifted to the left to reverse the indicated rotation of the engine. ignition will take Dlace at an, earlier period. owing to the pin S being placed in position to be contacted at an earlier period, at which time either the contact S will make contact with said pin S while the arm R is just moving out of contact with contacts R and R or the contact S will make contact with said pin 8". after the cam R has moved 180 degrees of a circle. during which time said cam R has caused the arm R to be moved into contact with contacts R and R and back again into contact with said contacts R and R lVhen the engine is running in a direction opposite to the indicated rotation the intermittent motion of the arm R- will be the same, but the said arm R will contact the contacts R and R in reversed order. and the handle'will be moved to the right to reverse the rotation of the engine.

From Fig. 2% it is obvious that the contacts R and R will be contacted alternately by the arm II. when said arm R moves from either the position shown in full lines or the position shown in dotted lines. while the cam R is making each revolution. Fig. :25 shows the shell S in a position to cause the pin S to contact the contacts S and S alternately, while the arm R is in contact with the contacts R and R as the cam R moves in the direction indicated, from the position shown in dotted lines to that shown in full lines. to control a particular igniting device. for reversing purposes. Fig. 26 shows the shell 6 in a position to cause the pin 5 to contact the contacts 8* and S alternately, while the arm R is in contact with the contacts R and R, as the cam R moves in the direction indicated. from the position shown in dotted lines to that shown in full lines. to control another igniting device. to cause the engine to run ,in the direction indicated on the drawings, for reversing purposes.

The governor I. previously mentioned and illustrated in Figs. 1. 3 and l is constructed as follows ll eights I are mounted on bell crank levers I fulcrinned on the hub of the wheel F connected with each other by springs I and said levers I engage a double grooved shifting collar I* mounted to slide loosely on the crank shaft F. The shitting collar I is engaged by an arm T mounted on the lower end of a rod T journaled in suitable bearings arranged on the engine bed B. and on the upper end of said rod T is secured an arm T" connected by a link T with an arm T secured to a vertical rod T journaled on the engine bed B and the cylinder A. On the upper end of the rod T is secured an arm T connected by a link T with an arm T attached to the stem H of the controlling valve H so as to open the latter more or less according to the speed of the engine. It is understood that when the engine is running the weights I tend to swing outward against the tension of the springs l'" and in doing so the arms I carrying the said weights I impart movement to the shifting collar 1* which by the connection above described causes a turning of the valve ll to open the latter more or less according to the speed of the engine.

in order to reverse the rotation of the engine the'operator first moves the lever Q" into a vertical position to disconnect the cam X from the driving cam K. as previously explained, this holds the slide valve X stationarjv. temporarilv. The inward move ment of the pin l." breaks the electric contact between the pin l" and the contact arm V so that the chars'c in the cylinder A or A is not ignited. as the primary circuit is broken and there is no secondary current as the latter is dependent on the former l'or its ource of supply. The igniting devices therefore are inoperative. and the cams K" and K continue to revolve. thus allowing a charge of the combustible fluid mixture to enter the cylinder A, the same being compressed by the piston head C As electric contact controlling the igniting devices J and J is broken. ignition of the charges in the cylinders A and A does not take place, and the charges are repeatedly compressed and expanded on the upward and downward strokes of the piston C and the speed of the engine is gradually reduced, allowing the shifting collar I to make contact with the spring contact \V. Now as soon as the contact pin S makes contact with the contact S or S on the revolving disk S. the corresponding secondary igniting circuit being closed by the switch arm R, ignition of the compressed combustible fluid takes place in this case in cylinder A to insure a reversal of the rotation of the engine.

The above described ignition of the com pressed fluid will take place when the piston C is about two-thirds on its way on an upward stroke. It is understood that the lever S has been moved in the direction that will change the relation of the revolving contacts S and S to the contact S held insulated in the shell S connected to said lever S by the link S When the lever S" is held in this described position pin S will make contact with either contact 5 or S when the piston has reached the above mentioned point of about two-thirds on its upward stroke.

Normally the arm S of the shell S and the lever S are in a vertical position, as shown in Figs. 1, 2 and 23. The levers Q and S are preferably moved together by the operator in a direction opposite to the rotation of the disk S, to cause a reversal of the rotation of the engine, and after this has been accomplished the lever S is returned to its normal vertical position. Levers Q and S can be moved from either direction to a vertical position.

Fig. 1 shows the valve H adapted to close after each charge of combustible fluid has passed through it, and said valve H is provided so that when the engine is rever ng its rotation the charges cannot pass from either of the ports 5 or 0 into the port a and thence backward into the carbureter or the exhaustion strokes of the engine by way of the pipe H, especially as the valves K and K are operated during this reversing operation, and the charges cannot pass into the chest G owing to the previously described position of the valve N at this time.

The cylinders A and A and the chest G are provided with suitable water jackets, and'the double piston C is preferably made hollow, and into it extends a pipe at passing through a suitable stuffing box to in the cylinder head A to provide an. opening for a means (not shown) for allowing a cooling fluid to enter and be withdrawn from the interior of said pistonC'.

I do not desire" to limit myself to the precise details of construction and arrangement above described, as it is obvious that various modifications may be made therein without departing from the essential features or my invention as defined in the appended claims.

What I claim as my invention is 1. An internal combustion engine. comprising two cylinders. one opening into the other, a double piston mounted to reciprocate in the said cylinders, a valve chest having an admission port connected with .1 source of explosive mixture. and ports 0 u necting the said valve chest with the endsof' the said cylinders and with the atmosphere. I

a valve mechanism for controlling the said ports to alternately conduct an explosive mixture into the outer end of the first cylinder and into the inner end of the second cylinder and conducting the productsof combustion into the outer end of the second cylinder to use the said products of combustion expansively therein, and igniting devices for alternately igniting the said mixtures in the said cylinders.

2. An internal combustion engine, comprising two cylinders of different diameters and one opening into the other, a double piston mounted to reciprocate in the said cylinders. a valve chest having an admission port connected with a source of explosive mixture, ports connecting the chest with the ends of the cylinders, an exhaust port con necting the valve chest with the atmosphere, slide valves controlling the ends of the ports opening into the valve chest, puppet valves controlling the ports leading to the outer end of the smaller cylinder and into the inner end of the larger cylinder, and means for alternately exploding the said mixture in the said cylinders.

3. An internal combustion engine, comprising two cylinders, one opening into the other, a double piston mounted to reciprocate in the said cylinders, a valve chest having an admission port connected with a source of explosive mixture. and ports connecting the said valve chest with the ends of the said cylinders and with the atmosphere,a valve mechanism for controlling the said ports to alternately conduct'an explosive mixture into the outer end of the first I cylinder and into the inner end of the second cylinder and conducting the products of combustion into the outer end of the second cylinder to use the said products of combustion expansively therein, igniting devices for alternately igniting the said mixture in the said cylinders, and means for reversin the said valve mechanism and the order -0 operation of the said igniting devices.

4. An internal combustion engine, comprising two cylinders of different diameters. the small cylinder opening at its inner end into the inner end of the larger cylinder, a

double piston mounted to reciprocate in the,

said cylinders, a valve chest, ports connecting the valve chest with the outer end of the smaller cylinder and the inner and outer ends of the larger cylinder, an admission port, exhaust ports, a double slide valve in the said valve chest controlling the said ports, a puppet valve and an ignition device in the port leading to the outer end of the smaller cylinder, a puppet valve and an ignition device in the port leading to the inner end of the larger cylinder.

6. An internal combustion engine, comprising two cylinders of diflerent diameters, the smaller cylinder opening at its inner end into the inner end of the larger cylinder, a double piston mounted to reciprocate in the said cylinders, a valve chest, ports connecting the valve chest with the outer end of the smaller cylinder and the inner and outer ends of the. larger cylinder, an admission port, exhaustports, a double slide valve in the said valve chest controlling the said ports, a puppet valve and an igniting device in the port leading to the outer end of the smaller cylinder, a puppet valve and an igniting device in the port leading to the inner end of the larger cylinder, an engine shaft connected with the said piston, a cam shaft driven from the said engine shaft,

cams on the said cam shaft, actuating means connecting the said cams with the said slide valve and the said puppet valves, and a controlling means including an actuating means on the said cam shaft for controlling the said igniting devices.

7. An internal combustion engine, comprising two cylinders of different diameters, the smaller cylinder opening at 1ts 1nner end into the inner end of the larger cylinder, a double piston mounted to reciprocate 1n the said cvlinders, a valve chest, ports connecting the valve chest with the outer end of the smaller cylinder and the Inner and outer ends of the larger cylinder, an admission port, exhaust ports, a double slide valve n the said valve chest controlling the said ports, a puppet valve and an ignltmgdevlce in the port leading to the outer end of the smaller cylinder, a puppet valve and an 1gniting device in the port leadlng to the inner end of the larger cylinder, anenglne shaft connected with the said piston, a cam shaft driven from the said engine shaft, cams on the said cam shaft, actuating means connecting the said cams with the said slide valve and the said puppet valves, a controlling means including an actuating means on the said cam shaft for controlling the said igniting devices, and a manually controlled means for controlling certain of the said cams for reversing the rotation of the said engine shaft.

8. An internal combustion engine, comprising two cylinders of different diameters, the smaller cylinder opening at its inner end into the inner end of the larger cylinder, a double piston mounted to reciprocate in thc said cylinders, a valve chest, ports connecting the valve. chest With the outer end of the smaller cylinder and the inner and outer ends of the larger cylinder, an admission port, an exhaust port, an auxiliary exhaust port, a double slide valve in the said valve chest controlling the said ports, a puppet valve and an igniting device in the port leading to the Outer end of the smaller cvlinder, a puppet valve and an igniting device in the port leading to the inner end of the larger cylinder, an engine shaft connecting with said piston, a cam shaft driven from the said engine shaft, actuating means con- 'necting the Said cams with the said slide valve and the said puppet valves, controlling means including an actuating means on the said cam shaft for controlling the said igniting devices, a governor on the said engine shaft including a sliding collar, a valve in the said admission port. a contact held insulated from the engine bed, and the said collar and the said valve and the said contact controlled by the said governor.

9. An internal combustion engine, comprising two cylinders of different diameters, the smaller cylinder opening at its inner end into the inner end of the larger cylinder, a double piston mounted to reciprocate in the said cylinders, a valve chest, ports connecting the said cylinders and valve,

chest, an admission port, an exhaust port, an auxiliary exhaust port, a double slide valve in the said valve chest, and controlling the said ports, puppet valves and igniting devices in the ports connecting the outer end of the smaller cylinder and the inner end of the larger cylinder with the said valve chest, and the said slide valve having ports adapted to register with the said auxiliary exhaust port leading to atmosphere.

10. An internal combustion engine, comprising two cylinders of different diameters, the smaller cylinder opening at its inner end into the inner end of the larger cylinder, a double piston mounted to reciprocate in the said cylinders, a valve chest, ports con.- necting the said cylinder and valve chest, slide ;valves controlling the sa1d ports, puppet valves and igniting devices In the ports connecting the outer end of the smaller cylinder and the inner end of the larger cylinder with the valve chest. an engine shaft connected with the said piston. a cam shaft driven from the said engine shaft, valve operating cams on the said cam shaft. means for causing said cams to operate the said slide valves and the said puppet valves. fixed contacts, electrical connections leading from certain of the contacts to said igniting devices, a switch arm arranged to engage said contacts. and means controlled by the cam shaft for actuating the said switch arm.

11. An internal combustion engine, comprising two cylinders of different diameters, the small cylinder opening at its inner end into the inner end of the larger cylinder. a double piston mounted to reciprocate in the said cylinders, a valve chest, ports connecting the said cylinders and the valve chest, slide valves controlling said ports, puppet valves and igniting devices in the ports connecting the outer end of the smaller cylinder and the inner end of the larger cylinder with the said valve chest. an engine shaft connected with the said piston, a cam shaft driven from the said engine shaft, valve actuating cams on the said cam shaft. means for causing said valve actuating cams to operate the said slide valves and the said puppet valves, a contact terminal of a circuit, fixed contacts, electrical connections leading from certain of the contacts to said igniting devices, a switch arm connecting the contact terminal with certain of said fixed contacts, a cam arranged to control the movements of said switch arm, a contact arm, a spring contact, said contact arm and said spring contact connected to each other with electrical connections and forming the other terminal of the said circuit. a cam controlling pin arrangement normally in contact with said contact arm, a governor. means controlled by said governor for contacting said spring contact at times. a movable contact pin arrangement. manually-controlled means whereby said contact pin arrangement is shifted relatively to the said switch arm, and manually-controlled means whereby said cam controlling pin arrangement may be controlled.

12. An internal combustion engine comprising a cy inder, a double piston moving therein, a fluid admission chamber at one end of said cylinder. an expansion chamber at the other end of said cylinder, a fluid admission chamber intermediate the ends of said cylinder, a puppet valve cooperating with each admission chamber, two exhaust ports communicating with said chest. each of said chambers having a port communicating with said chest, a two headed valve, one head of said valve controlling the fluid admission chamber ports and one exhaust port and the other head the expansion chamber port and the other exhaust port, means for exploding fluid in the admission chambers alternately, said piston moving in the same direction when fluid is exploded alternately, means for actuating said puppet valves alternately, means controlled by said firstnamed valve for alternately contacting the exploded fluids against said piston to cause it to make return strokes before passing out of said exhaust ports, and means for causing said valve to move in timed relation with said puppet valves.

13. An internal combustion engine comprising a cylinder, a piston reciprocating in said cylinder, combustion chambers, a valve chest, said combustion chambers each having a channel opening into said chest, an admission channel opening into said chest, an exhaust channel, a valve moving in said chest adapted to connect certain of the firstnamed channels with said exhaust channel, means for adapting said valve to control the first and second-named channels, fluid being caused to pass from said admission channel through said first and secondnamed channels into said cylinder to cause said piston to make strokes, means for adapting said valve to evacuate fluid from the first-named channels into said exhaust channel at times, means for adapting said valve to evacuate fluid from said first-named channels into said valve chest at times and instrumentalities for causing the lastnamed fluid to be reutilized in said cylinder before passing to atmosphere.

14. An internal combustion engine comprising a cylinder, a piston reciprocating in said cylinder, a valve chest, a fluid mixing chamber at one end of said cylinder, a fluid mixing chamber intermediate the ends of the said cylinder, a channel at the opposite end of said cylinder, said mixing chambers and said channel opening into said cylinder and said valve chest respectively, an admis sion channel connected with said valve chest, an exhaust channel at said opposite end of said valve chest, an exhaust channel intermediate the ends of said valve chest. said exhaust channels connecting the valve chest with atmosphere. a two headed valve in said val e chest having a cavity in one head adapted to admit fluid from said admission channel into the first-named mixing chamber while the cavity of the other valve head is allowing exhaust fluid to pass from the firstnamed channel into the first-named exhaust channel during a stroke of said piston. and during the succeeding stroke of said piston said first-named valve head is adapted to allow expanding fluid to pass from the second-named mixing chamber into said valve chest and thence through the first-named channel into said cylinder, said first-named valve head carrying a means for closing ports alternately at times, channelways' communication between the second-named mixing chamber and said valve chest as said piston nears the end of said succeeding stroke and connecting the said second-named mixing chamber with said second named exhaust channel, and means for actuating said valve.

.15. An internal combustion engine comprising two cylinders of different diameters, a piston having a part disposed in each cyl inder, a valve chest alongside of said cylinder, a relatively-small fluidadmission chamber opening into the cylinder of smaller diameter, a relatively-small fluid admission chamber opening into the cylinder of, larger diameter, a. channel opening into the outer end of the cylinder of larger diameter and chest respectively, a channel opening into said chest and leading to atmosphere, said admission chambers having ports opening into-said chest, a two headed valve in said chest, one head of said valve being provided with a cavity and adapted to control the first and second-named channels, a fluid supply chamber opening into said chest, a second channel opening into said chest and leading to atmosphere, the other head of said valve having a cavity with ports arranged to be alternately connected with said supply chamber at times and with the first-named opening into the cavity of the last-named valve head, said last-named channel being varranged to be connccted'with said channelwavs alternately, said first and second-named valve heads of said valve arranged to move in unison, and means for actuating said valve.

16. An internal combustion engine comprisinga cylinder, a valve-chest, a double piston moving in said cylinder, a, channel opening respectively into said linder and said valve chest, a channel opening into said chest and the atmosphere respectively, combustion chambers, channels connecting respective combustion chambers with said valve chest, an admission channel connected with said 'valve chest, a valve adapted to control said channels allowing expanded fluid to pass from said cvlinder through saidfirst-named and second-named channels succesively while fluid is being admitted from said admission chamber into one of said combustion chambers and in a date of combustion in the other of said combustion chambers alternately, said admitted fluid be ing compressed in said omnbustion chambers alternately while the prodm of combustion from the other of said combustion chambers alternately is being named to pas mid first named ael to drive said pidon in an opposite d nan rely, for reversing the travel of said pifion, and means for holding said valve against me- I cylinder,

atlng.

17. An engine of the kind described com? prising a cylinder, a piston in said cylinder, an a lssion channel opening into one end of the cylinder,

mediate the ends of and opening into said cylinder, means for conducting .fluid into ton to reciprocate as soon as said first 86 reciprocation is complete, means for controlling the fluid for reversing the travel of said piston, and manually controlled means for timing the explosion of said fluid relatively to a certain position of said piston in its direction of travel, said explosion being automatically caused to take place at a predetermined reversing speed I of said engine.

18. An internal combustion engine comr90 prising a cylinder, a piston moving in said a fluid compression chamber open= mg into said cylinder at one end, a fluid compression chamber opening into said cylinder intermediate its ends, a valv chest,

said chambers having inlet ports opening into said chest, puppet valves interpos d between said ch nbers and ports, a flui supply chamber between said ports and opening into said valve chest, chest arranged to connect one and then the other of said r )rts with said supply chamber, means -foi exploding the fluids-alternately in said c0mpre$i0n chambers, each volume of exploded fluid causing said piston to reciprocate, volatile matter of new fluid carbureting to a more perfect combustible mixture in said compression chambers before ignition, a shaft, means for revolving said shaft as said piston reciprocates, means controlled by said shaft for operating said puppet valves, and means for operatlng said sllde valve controlled by said shaft.

19. An internal combustion engine coma cylinder, a piston moving in said 1' ylinder, a fluid compression chamber open-' ing into said cylinder at one end, a; fluid compression chamber opening into said cylinder intermediate its ends, a valve chest, said chambers having inlet ports opening into said chest, puppet valves interposed between said chambers and ports, a fluid supply chamber between Said ports and opening into mid valve chest, a slide valve in said chest arranged to connect one and then the other of said ports with said supply chamber, an

device in each eompresron chamber, means whereby said igmtmg devices are ment while the reversing mechanism is actii 85 an admission channel inter-g 70 slide valve in said 100 

